Vapor steam-heating system



E. E. GOLD.

VAPOR STEAM HEATING SYSTEM. APPLICATION FILED NOV. 3, Iain.

Patented Nov. 30, 1920.

INVENTOR w-yz WITNESSES By Attorneys, a'AQp 0am! UNITED STATES PATENT OFFICE.

EDWARD E. GOLD, OF N EW YORK, N. Y., ASSIGNOR TO GOLD CAR HEATING 8r, LIGHTING- COMPANY,.OF NEW YORK, 'N. Y., A CORPORATION OF NEW YORK.

VAPOR STEAM I-IEATING SYSTEM.

Specification-of Letters Patent. P t ted Nov. 30, 1920.

Application filed November 3, 1917. Serial No. 200,207.

To all whom it may concern.

Be it known that I, EDWARD E. GOLD, a citizen of the United States of America, residing in the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Vapor Steam-Heating Systems, of which the following is a specification.

This invention relates to steam-inlet valves of the kind known as vapor valves, being adapted to control the admission of steam to radiators by what is known as the vapor system or atmospheric pressure system of steam heating. Such systems are principally used for the heating of rail way cars.

A vapor valve as commonly constructed is closed by the expansion of a'thermostat,

which receives heat fromthe spent steam or vapor discharged from the radiators either by being directly exposed to such outflow ing vapor, or by being indirectly exposed to the heat therefrom. The result of this construction is that the inlet valve is kept very slightly open, so as to admit a restricted flow of steam to; the radiators suflicient to supply the condensation therein and to maintain a slight outflow of vapor to the drip pipe sufiicient to keep the thermostat heated and exp anded.

This result is accomplished irrespectiv of the temperature wlthm the car, and when the car becomes overheated it is necessary for the operator to shut off thesteam byclosing a hand-operated valve. It has been proposedto introduce thermostatic control of the admission of steam by mounting a thermostat within the car and utilizing this thermostat to control a steam-lnlet valve, whereby, when the car becomes overheated,

magnet which-when energized acts to close I the valve, and which is ln circuit w1th a on cult-controlling thermostat located within the car.

The system provided by my invention has the advantage over the ordinary vapor valve that when the car becomes heated to the For maximum temperature desired, the electro magnet acts automatically, under control of the car thermostat, toshut off the steam, and holds it off untilthe car is cooledto a predetermined degree. It has the advantage over such electroma'gnetically-con trolled steam valves as have heretofore been proposed, that waste of steam is prevented by the automatic action of the thermostat, which, as soon as the discharge from the radiators reaches it and heats it enough to expand it, at once throttles the inflow of steam, whereas with an inlet valve controlled only from a car thermostat, the steam would blow freely through until the car was warmed to the normal temperature suiiicient to operate the thermostat within the car. a

Figure 1 of the accompanying drawings is a fragmentary cross-section of a car showing the improved valve provided by my present invention, in elevation, with its connecting pipes;

Fig. 2 is a vertical longitudinal section of the valve on a larger scale,

Fig. 8 is a transverse section on the line 33 in Fig. 2;

Fig. 4 is a transverse section on the line 44 in Fig. 2.

Referring first to Fig. 1, A designates the side wall of the car. and B the bottom or floor. C is the train-pipe from whichleads a branch pipe a which rises into the car. D is, as a whole, the improved valve. It comprises a steam-inlet valve E, a thermostat or diaphragm vessel F, an intervening valve rod or stem, preferably made in two sections, G G, and an electromagnet'H, all inclosed in a casing I. The radiator connections and piping are of any usual arrangement. That shown comprises a pipe Z) leading from the valve E to the radiating pipes o c which. are extended in any usual manner along the side wall of the car. These pipes drain to a low point located usually near the middle of the car, whence a discharge pipe (Z leads to the discharge inlet 0 of theshcll l. This shell has on its underside a boss 7 through which connection is made to the drip pipe which passes down through the car floor and affords a free discharge through its open bottom end for the outflowing vapor. It is commonly made flaring ortrumpet shape, and is best. divided by a partition 72 which, when the car is in motion, diverts air from beneath the car and causes it to flow up the drip pipe g on one side of the partition and flow down the opposite side thereof, so that the air thus circulated contributes to the cooling of the thermostat F and causes this to contract more rapidly than it otherwise would.

In the construction shown, the thermostat F is not directly exposed to the outflowing vapor, but, by reason of an interposed partition 2', a chamber is formed through which the vapor may flow, and a chamber it: is provided in which the thermostat is housed and which is thus cut off from the vapor or steam, and, being open at its top and covered by a removable lid Z, is accessible by opening this lid to examine the thermostat F or replace it when worn out or injuree. The therinostat is formed as an expansion vessel or vessels containing a volatile liquid and contii'ied between disks m m supported on pins :2 a which are held in notches, so that the thermostat as a whole may be readily lifted out for inspection or replacement. This construction is set forth in my-pending applieation filed September 6, 1917, Serial No. 190,078. For ventilating the chamber is in order to cool the thermostat, air-inlet openings p are formed in the bottom of the easing'and air-outlet openings Q Q are formed in the lid Z. y I

The electromagnet H is arranged to inclose the valve stem, being thus of the solenoid type of magnet. It comprises a coil J, a movable core K fastened on the valve stem G, and a stationary core L through which the valve stem G freely slides. A spring M is provided for pressing the core K- away from the core L. This spring thus scrr to open the valve E and to exert a tension tending to collapse the thermostat F as it cools. In the particular construction shown, the valve stem G is of smaller diameter where it passes through the cores K L, and is of larger diameter beyond, where it passes through a wall r of the casing which separates the thermostat chamber Z from the magnet chamber. This enlarged end of the stem is notched to receive the thermostat pin n, and to keep this notch on the upper side a pin or key 8 enters the notch, so that the stem is prevented from turning. The stem has a flange t which may be cupped, as shown, and which receives the end of the core K and forms a shoulder for receiving the thrust of the spring M. The reaction of this spring is received against a stationary tube u which forms an extension of the core L. These details of construction are not important and may be greatly modified. The ends of the wire of the coil J pass out through insulating bushings o o, the wires w being carried out through a conduit or' protecting tube P which extends up into the car, so that the wlres are led to the thermostat or temperature-controlled circuit closer which is located at any suitable point within the car so as to be exposed to the car temperature.

The thermostatic circuit closer Q may he of any suitable construction, for example that set forth in Patent No. 1,21%,323, granted January 30, 1917. Its function is to open or close an electric circuit, according as the temperature in the car falls below or rises above the predetermined range of temperatures. hen this device closes the circuit the current traverses the coil J and the electro-magnet H is energized, the cores K L are drawn together, and the Increment is transmitted through the valve stem to close the inlet valve or tappet ll constituting the'valve member of the steam-inlet valve i The connectiong wires between the magnet terminals 0 m and protecting conduit are inclosed in a chamber S which serves as a junction box. This chamber is best constructed in the manner shown with a tubular central portion w inclosing the valve stem, and with a chamber S encircling this central portion annularly, as shown in Fig. 3. The chamber S is formed of a lower shell S and an upper shell S seated on the casing I and fastened thereto by screws y or otherwise, so that by removing these screws the upper half S may be easily lifted off to get access to the wires and to the valve stem G. The fixed core Lis, in the construction shown. formed integrally with a disk L which has holes through. which the terminals w in pass, and which is rigidly confined in a groove 2 in the casing I.

In order to make the magnet H accessible for inspection, repair or replacement, the casing I is made in two sections, its lower half being immovable, and its upperhalf I (Fig. 4) being separable, so that by withdrawing fastening screws (4 it may be lifted off. To disassemble the structure the thermostat F is first lifted. out, the casing cap 1' taken off, and the magnet H with its cores K and L and the section G of the valve stem are lifted out together. To enable the stem G to be separated'from the stem G,

they are united by an open joint with or without a cotter pin I) (Fig. 3), which, if used, .must first be removed. The joint between the two valve stems is a socket joint adapted to lock them together against longi tudinal thrusts while permit-ting lifting oil of the stem G from the stem G.

In operation, when the steam is first turned on to a cold ear. the valve E being open, the steam rushes throughthe radiating pipes, and on blowing out at the discharge end quickly heats up the, partition 1'. chamber 7r and thermostat F, and the latter expands so as to close the inlet valve wholly or nearly, thereby preventing waste of steam. Thereafter the thermostat keeps the valve barely open, just enough to maintain the circulation of vapor through the radiators. As soon as the car is heated to the maximum for which the thermostat Q is set, this closes the circuit to the magnet H, which acts to close the inlet valve until the temperature in the car falls suflicicntly so that the thermostat Q breaks the circuit, whereupon the spring K opens the inlet valve and reestablishes control by the thermostat F. This dual control of the inlet valve by the thermostat Q within the car and the theromstat' F exposed to the heat of the discharge from the radiators, results in the maintenance of equable heat in the car and prevents overheating.

As it is sometimes desirable to be able to manually shut ofi the heating apparatus, a hand-operated shut-oil valve T is preferably provided at some convenient point in the pipe 6. Commonly the improved construction of valve D, the hand-valve T, and the pipes at?) (Z will be placed beneath one of the transverse seats U of the car, as shown in Fig. 1.

The invention is not limited to the detailed construction shown, which may be widely departed from, or varied according to the requirements of any particular installation. The invention is not limited necessarily to use with the so-called vapor system of car heating, as it is applicable generally to low-pressure heating. systems. ll hile designed primarily for the heating of railway cars, it may also be found available in other locations.

Fig. 1 shows diagrammatically asuitable construction of theremo-electric circuit closer Q. A. thermostatic diaphragm vessel 6 reacting against an adjusting screw 71 expands against a spring plate 8, the free end of which is movable between adjusting screws 9, 10, so that when the maximum temperature is reached it contacts with screw 10 and closes the circuit from wire 11 through 8, 10 to wire 12. Suitable connection is made at some convenient point in the circuit with a battery or other source of electric energy, preferably the lighting circuit of the car.

lVha-t I claim is: 1.1. heating system comprising a steamiulet valve. aradiator, a thermostat exposed to the heat o the discharge from the radiator and directly connected to said valve to close it when expanded, an eloctro-magnet connected to operate said. valve, a thermostatic circuit hrealvcr exposed in the apart ment to be heated, anda circuit connecting said circuit breaker to said magnet, whereby said valve is normally controlled thermi cally by the heat of the discharge, and .is closed liv the, m gnet whenever the apartment is'lieated to a prescribed maximum.

2. In the system of claim 1, the valve said stem.

"casing made with removable portions to give access to the magnet and thermostat.

having a valve stem, and the thermostat valve adantedto permit theremoval and replacement of the magnet;

4:. In the system of claim 1, separable connections for the thermostatand the electromagnet adapted to permit either to be removedand replaced without affecting the valve.

5. In the system of claim 2, the electromagnet arranged to inclose the valve stem, and the thermostat to act'against the end of SO 6. In the system of claim 1, a casing for said valve inclosing the magnet and thermostat, and having a discharge inlet and outlet adapted to admit the hot fluid from the radiator into proximity with the thermostat. S5 '7. A thermo-electromagnetic vapor valve comprising a casing, a steam-inlet valve therein, a stem for said valve, an electromagnet and afthermostat inclosed in said casing, and each in operative engagement with said stem, and said casing having an inlet for admitting hot fluid from a radiator into proximity with the thermostat. 8. A valve according to claim 7, with the 9; A valve according to claim 7, with the magnet and thermostat mounted to be severally removable.

10. A valve according to claim 7, with the valve-stein made in separable sect1ons,,the one connected to the valve and the other removable with the magnet.

11. A. valve according to claim 7, with the electro-inagnet comprising a core attached to the valve-stem, and a coil inclosing said core, and a spring for retracting the core and opening the valve applied between the core and coil.

' 12. A valve according to claim 7, with the casing having a removable section inclosing the eleetro-magnet, and thelatter comprising a coil and a fixed and movable core therein, the fixed core formed with a disk flange fittin in said casing, and removable .uponthe removal. of said section of casing.

13. V A valve according to claim 7, with the casing having achamber adjacent to the magnet 'for receiving the magnet terminals i and connecting the circuit'wires thereto. 14. A valve according to claim 7, with the casing having a chamber between the mag net and steam-valve, forming a'iunction box for making the circuit connections.

15. A valve according to claim 14, with the junrtion box divided into sections, one of which removable to allow access to the connections. p

s 16. A. heating system comprising a steam inlet valve, a radiator, a thermostat exposed to the heat of the discharge from the radiator and directly connected to said valve to close it when expanded, a second thermostat exposed in the apartment to be heated, and means governed by the second thermostat and connected to said valve for operating it independently of the first-mentioned thermostat, said means including an electric circuit adapted to be opened or closed by said second thermostat in accordance with temperature changes of the air in the apartment and acting thereby to cause a quick opening; or closing of the valve.

17. A heating system according to claim 16, the means governed by the second ther- I mostat being an electro-niotive device directly connected to the valve.

In wltness whereof, I have hereunto signed. my name.

EDWARD E. GOLD. 

